Pressure-engine.



Patented Apr. 29, I902.

F. JQHULL.

PRESSURE ENGINE.

(Application filed May 9, 1901.)

(No Model.)

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UNITE STATES PATENT ()FFICE.

FOSTER J. HULL, OF BROOKLYN, NEW YORK.

PRESSURE-ENGINE.

SPECIFICATION formingpart of Letters Patent No. 698,503, dated April 29, 1902 Application filed May 9, 1901.

T0 aZZ whom it may concern:

Be it known that I, FOSTER J. HULL, a citizen of the United States, residing in the borough of Brooklyn, city of New York, State of New York, have invented a certain new and useful Improvement in Pressure-Engines, of which the following is a description.

My invention relates to improvements in engines operated by an expansive vapor, such as steam or naphtha, and the improvements are especially applicable to the construction of small steam-engines suitable for use for the propulsion of motor-vehicles and in allied instances. The improvements relate to pressure-engines, either simple or compound, of the single-acting cylinder type.

Myobjects .generallyare to simplify the design and improve and lessen the cost of the mechanical construction of engines of this type.

In order that the invention may be better understood, attention is directed to the accompanying drawings, forming part of this specification, and in which- Figure 1 is an elevation, partly in section, of a six-cylinder (three high and three low) engine embodying my present improvements; Fig. 2, a Vertical cross-section showing one of the pairs of cylinders and their cooperating parts; and Fig. 3, a section on the line 3 3 of Fig. 2, showing the form of the steam passage to one of the high-pressure cylinders.

In all of the above views corresponding parts are represented by the same numerals of reference. The engine which I have illustrated employs three high-pressure cylinders and three low pressure cylinders, with controlling- I valves therefor, and since each pair of cylinders operates in the same way it will be only necessary to describe the construction and operation of one pair.

A headpiece 1 is cast with proper valvechambers and steam passages therein, as will be described, and may be formed with trunnions 2, by which the engine may be carried in or upon a suitable supporting-frame.

3 represents one of the, high-pressure cylinders of the single-acting type and which is bolted or otherwise secured to the headpiece, as shown.

4 is one of the low-pressure cylinders op- Serial No. 59 375i (No model.)

largingthe diameter thereof, as is common,

or by increasing its length and the stroke of its piston or by adopting both of such expedients. In the drawings I illustrate the low-' pressure cylinder as being of greater diameter and as having a greater length of stroke than the corresponding high-pressure cylinder.

End plates 5 5 may be secured to or cast integrally with the headpiece 1, and said end plates are formed with bearings 6 6, in which is mounted a crank-shaft 7. The crank-shaft may be provided at its end with a sprocketwheel 8 for transmitting the power of the engine to the desired element to be driven.

Mounted within each high-pressure cylinder is a piston 9, the rod 10 of which connects with a crank-pin 11 on the crank-shaft 7. Within each low-pressure cylinder 4: is a piston 12, the rod 13 of which connects with a crank-pin 14. The crank-pins 11 and 14: are spaced one hundred and twenty degrees apart, and when three pairs of cylinders are used, as is preferable, the crank of the high-pressure cylinder of one will be set at zero, that of the second at one hundred and twenty degrees, and that of the third at two hundred and forty degrees in order to prevent deadcenters. p

Between each pair of crank-pins l1 and let are two valve-actuating cams 15 and 16. Each of these cams is formed with a high portion 17 and with a low portion 18, the high portion of each cam extending substantially onehalf of its circumference'in order that the high pressure admission-valve may be kept open during substantially the entire operative stroke of the high-pressure cylinder, as will be explained. It will be observed that tion of its companion cam. 'Motion 1 from either cam 15 or 16 of each pair is communicated to the valve-rod of the corresponding pair of cylinders in any suitable way; but for the sake of convenience and simplicity I prefer to employ a pair of valve-operating bars 19 and 20, coopcratin g with each pair of cams.

. '95 the high portion 17 of one of the cams is dia; 1 metrically opposed to the corresponding por- These valve-operating bars of each pair are pivotally connected to an arm 21, and when three pairs of cylinders are used, as is preferable, the three arms 21 will be keyed to a shaft 22, pivoted in bearings in the end plates 5 and operated exteriorly of the engine in any suitable wayas, for example, by a lever 23. The valve-operating bars 19 and 20 of each pair are each formed, as shown, with a narrow portion, with a wide portion, and with an inclined section connecting the wide and narrow portions. The narrow portion of the bar 19 is farthest from the pivotal con nection with the arm 21, and the wide portion of each bar 20 is similarly located, so that the inclined portions of each pair of bars are opposed to each other, as shown. Cooperating with each pair of valve-operating bars 19 and 20 is a valve-rod 24, on the lower end of which is a collar 25. The inclined sections of the bars 19 and 20 are so formed and are of such an angle that if the arm 21 be moved .to a vertical positionmidway between its extreme limits the collar 25 on each valve-rod will be moved by both the bars 19 and 20 to hold each valve-rod elevated to the extent of one-fourth the total throw of the cams to thereby open the exhaust-valves from the high and low pressure cylinders, but to keep closed the steam-inlet valve to the high-pressure, cylinder, as will be explained. Each valve rod 24 extends upwardly through a bearing 26, formed by the lower end of a cylindrical valve-chamber 27 ,cast with the headpiece 1. In each valve-chamber are removable seats 28, 29, and 30 for the exhaustvalve from the low-pressure cylinder, the exhaust-valve from the high-pressure cylinder, and the steam-inlet valve, respectively. The upper end of each valve-chamber is closed by a removable cap 31. Rigidly secured to each valve-rod is alow-pressure exhaust-valve 32, cooperating with the seat 28. The valve-rod also carries a valve 33, longitudinally movable on the valve-rod against the tension of a spring 34, the upward movement of the valve 33 being limited by a pin 35. The adjustment of the pin 35 is such that after the valve 33 has been forced by the spring 34 against said pin there, will be free play of the valves 32 and 33 between the seats 28 and 29 to an extent equal substantially to one-half the total movement of the valve-rod.

v Cooperating with the seat 30 is a puppet-valve 36 for admitting steam to the high-pressure cylinder, and which valve is adapted to be lifted by the engagement therewith of the upper end of the valve-rod 24 near the completion of'its upward movement. A steam-passage 38 connects each valve-chest between the seats 29 and 30 with the respective high-pressure cylkinder, while a corresponding steam-passage 39 connects each valve-chest between the ports 23 and 29 with the respective low-pressure cylinder.

The cylinders, cranks, &c., are preferably protected by a sheet metal covering 40,

which may contain oil at its bottom for inbrication in the usual way.

In describing the operation reference will be made to the movement of the parts cooperating with a single pair of cylinders, it being of course understood that the same operation takes place with the cylinders .of other pairs. When the piston 9 of each high-pressure cylinder is closest to the headpiece 1, the piston 12 of the corresponding low-pressure cylinder will be farthest from said headpiece. The controlling-lever 23 having been moved to force the wide portion of either valve-operating bar 19 or 20 beneath the collar 25 of the valve-operating rod under consideration and the high portion of the cam 15 or 16 being in the assumed position of the pistons in engagement with said collar, the valves will be in the positions illustrated, thelow-pressure exhaust-valve 32 being open, the high-pressure exhaust-valve 33 being closed against the seat 29, and the steamadmission valve 36 being elevated from .the seat 30. Steam will therefore enter thehighpressure cylinder, forcing its piston downward, and steam will exhaust from the lowpressure cylinder past the seat 23 into an exhaust-chamber 41. When the high-pressure cylinder reaches the end of its stroke, the high portion of the operating-cam 15 or 16 will pass from beneath the valve-rod 24, permitting the latter to descend, closing the valves 32 and 36, but the valve 33 remaining seated by the spring 34 until the pin 35 withdraws it from the seat 29. If

this movement downward of the valve-rod 24 is allowed to take place before the highpressure piston reaches the end of its travel, the closing of the admission-valve 36 at a time when the exhaust-valve 33 remains also closed will permit steam to operate in the high-pressure cylinder by expansion, as will be understood. The downward move ment of the valve-rod 24, asstated, closing the valves 32 and 36 and opening the valve 33, permits steam to expand from the highpressure cylinder through the passages 38 and 39 into the low-pressure cylinder to operate the latter. As the high-pressure cylinder again approaches its uppermost limit the valve-rod 24 will be again elevated, closing the valve 33 and opening the valves 32 and 36. With the parts in the position shown in Fig. 2, the wide portion of the bar 19 being in engagement with the valve-rod 24, elevating the same, the crank-shaft will rotate in the direction of the arrow. If, however,

the shaft 22 is moved to throw the arms 21 into the position shown in dotted lines, the wide portion of the bar 20 will be brought beneath the valve-rod; but at this time the bar 20 will be in contact with the lower portion of the cam 16, and hence the valve-rod 24 ICC to maintain each valve-rod slightly elevated to open the low-pressure exhaust-valve 32,

but not sufficient to close the exhaust-valve:

33 or to open the steam-admission valve 86. In this position, with both exhaust-valves open and the admission-valve closed, the engine will be free to be turned without resistance other than friction. Thus it will be seen that the controlling-lever 23 acts not only to reverse the engine when desired, but also operates to start and stop it.

The entire construction of the engine is simple. All parts can be readily reached for repair, and the device is capable of high efficiency.

Having now described myinvention, what I claim as new, and desire to secure by Letters Patent, is as follows: I

1. In a pressure-engine, the combination with the cylinder, piston, crank-shaft, and connections between the piston and the crankshaft, of valves for controlling the admission of the operating fluid to and from the cylinder, apair of oppositely-arranged cams on the crank-shaft, and means for operatively connecting the valves with one of said cams and for simultaneously disconnecting them from the other of said cams, whereby the valves may be operatively connected with either of said cams, substantially as set forth.

2. In a pressure-engine, the combination with the cylinder, piston, crank-shaft, and connections between the piston and crankshaft, of valves for controlling the admission of the operating fluid to and from the cylinder, a pair of oppositely-arranged cams on the crank-shaft, a pair of valve-operating bars engaging said cams,- and means for bringing either of said bars into operative relation with the valves, substantially as set forth.

3. In a pressure-engine, the combination with the cylinder, piston, crank-shaft, and connections between the piston and crankshaft, of valves for controlling the admission of the operating fluid to and from the cylinder, a pair of oppositely-arranged cams on the crank-shaft, a pair of valve-operating bars engaging said cams, and a pivoted arm connected to said bars for bringing either of them into operative relation with the valves, substantially as set forth.

4. In a pressure-engine, the combination with the cylinder, piston, crank-shaft, andconnections between said crank-shaft and pisand from the cyl inder,a pair of operating-cams on the crank-shaft, a pair of valve-operating bars having oppositely-disposed wide and narrow portions, and a valve-rod connected to the valves and cooperating with the said bars, substantially as set forth.

5. In a pressure-engine, the combination with the cylinder, piston, crank-shaft, and

connectionsbetween said crank-shaft and piston, of a valve-chamber connected to the cylinder, valves in said chamber controlling the admission and exit of the pressure fluid to and from the cylinder,a pair of operating-cams on the crank-shaft,'a pair of valve-operating bars having oppositely-disposed wide and narrow portions, and a valve-rod connected to the valves and cooperating with the said bars, the valve'operating bars having inclined'sections connecting the wide and 'narrow portions thereof and with which inclined sections the valve-rod cooperates to stop the engine, substantially as setforth.

6. In a pressure-engine, the combination with the cylinder, piston, crank-shaft, and connections between said crank-shaft and piston, of a valve-chamber connected to the cylinder, valves in saidchamber controlling the admission and exit of the pressure fluid to and from the cylinder, a pair of operatingcams on the crank-shaft, a pair of valvekop crating bars having oppositely-disposed wide and narrow portions, a valve-rod connected to the valves and cooperating with the'said bars,and a pivoted arm connected to said bars, substantially as set forth.

7.. In a pressure-engine, the combination with the high and low pressure cylinders, the pistons therefor, the crank-shaft,-and connections between saidpistons and the crank shaft, of a valvechamber, an admissionvalve for the high-pressure cylinder, exhaust- .valves for both cylinders, a valve-rod operating'said valves, a pair of cams" on the crank shaft,'and means for operating said valves shaft, of a valve-chamber, an admission valve for thehigh-pressure cylinder, exhaustvalves for both cylinders, a valve-rod operating said valves, a pair of cams on the crankshaft, and a pair of valve-"operating bars cooperatlng wlth said cams and connected to said valves,'substantiallyas set forth?" 9. In a pressure-engine, the combination with the high and low pressure cylinders, the

pistons therefor, the crank-shaft, and connections between said pistons and the crankshaft, ofa valve-chamber, an admissionvalve for the high-pressure cylinder, exhaustvalves for both cylinders, a valve rod; oper-.

ating said valves, apair of cams onthefcrankshaft, a pair of valve operating bars cooperating with said cams and connected to said valves, and a pivoted arm connected to said bars for operating the latter, substantially as set forth.

10. In a pressure-engine, the combination with the high and low pressure cylinders, the pistons therefor, the crank-shaft, and connections between said pistons and the crankshaft, of a valve -chamber, an admissionvalve for the high-pressure cylinder, exhaustvalves for both cylinders, a valve-rod operating said valves, a pair of cams on the crankshaft, and a pair of valve-operating bars cooperating with said cams and connected to said valves, said bars having wide and narrow portions and inclined sections connecting such portions, substantially as set forth.

11. In a pressure-engine, the combination with the high and low pressure cylinders, the

FOSTER J. HULL.

Witnesses:

J NO. R. TAYLOR, ARCHIBALD GRAY REESE. 

